ES2911574T3 - Ground handling assistance system for aircraft - Google Patents

Abstract

Ground movement assistance system for aircraft, more particularly for aeroplanes, the system comprising: a carriage driven on a runway by a drive means whose speed can be adapted to the landing or take-off speed of the aircraft, the carriage comprising a chassis configured to move around the track; a mobile platform configured to support the aircraft, the platform comprising coupling means configured to grip and release the aircraft; and means for connecting the platform to the chassis, configured to create a relative movement between the platform and the chassis; characterized in that the connection means allow the translational movement of the platform in at least one vertical direction and one direction transverse to the movement of the carriage; and in that the connection means also allow the rotation of the platform in space along three perpendicular rotation axes, in order to orient the platform in a plane corresponding to the take-off or landing angle of the aircraft.

Description

DESCRIPTION

Ground handling assistance system for aircraft

Technical area

The present invention generally relates to the field of ground equipment for aircraft assistance. The present invention refers more specifically to a ground movement assistance system for aircraft, and in particular for aeroplanes.

State of the art

The field of air transport has undergone phenomenal development in the last century. The aircraft, and in particular the plane, have today become an essential tool for the economic and human development of the entire planet. However, this means of transport continues to face great challenges, for example in terms of safety and the reduction of operating costs.

Aviation safety has improved considerably in recent decades. After each accident, the analyzes help prevent future accidents by contributing to the improvement of aircraft design, manufacturing, maintenance and operational processes.

Accidents, when they occur, are spectacular and cause many victims. The causes of these accidents have already been identified, including: weather conditions, such as snow, ice or fog; the blowout of one or more landing gear tires; mechanical failure or human error.

It is noted that the vast majority of air accidents have occurred during the takeoff or landing phases, and that many of these accidents have occurred on the ground. The most critical phases of motion occur when the aircraft is on or very close to the ground.

During the landing phase, problems can arise when the aircraft fails to stabilize its trajectory or position and appears in an orientation and/or direction not parallel to the runway.

Therefore, in the development of aircraft, in addition to improving energy efficiency and wear, it is intended to improve flight safety in the phases that include contact with the ground.

Solutions are known in the state of the art, such as for example in document FR 2990929 which implements a platform on which an aircraft can land. The platform includes a radar and a positioning beacon to synchronize with the movement of an aircraft during a landing phase. The platform is mobile thanks to electric motors and a system of steel wheels that move on rails. The system incorporates security devices such as a net to hold the plane.

This type of system is advantageous because it reduces the cost of the fuel consumed by the aircraft during the takeoff and landing phases. It also prevents problems related to landing gear failure. However, this system does not allow correcting an incorrect position of the aircraft during the landing phases, nor does it allow the movement of the aircraft on the ground.

Another ground assistance device is described in the document published under the number DE 3034014. This document describes a platform on which an aircraft can land or take off. In this case, the platform is driven by a wheeled vehicle. The platform is supported by jacks that allow it to tilt in order to orient it in the direction of the aircraft during takeoff or landing.

This type of platform has the additional advantage of better adapting to the position of the aircraft during the landing phase. Instead, the system described here is intended for aircraft designed without landing gear. Therefore, it is not suitable for most aircraft currently in circulation.

Another example of the state of the art can be found in document EP 2282938. This document proposes a device to assist aircraft take-off, landing and parking. The device includes a magnetic induction drive.

This device is also configured to replace aircraft landing gear and will not fit current aircraft. This device does not provide compensation for an erroneous position of the aircraft during landing. However, this system provides for the aircraft to be parked off the runway. Document WO2009037687 A1 showing the preamble of claim 1 is also known.

Finally, a final example is found in document EP 1935785. This document proposes a device to assist the takeoff and landing of an aircraft. The device is powered by magnetic induction.

This latter device has the same disadvantages as the former, except that it can be fitted to an aircraft with landing gear.

Object of the invention

The object of the present invention is to overcome the drawbacks of the prior art with a ground assistance system that improves the performance and safety of aircraft in their displacement phases that involve contact with the ground, and that can be adapted to any type of aircraft. of airplaine.

General description of the invention

To achieve this objective, the invention proposes a ground movement assistance system for aircraft, more specifically for airplanes, the system comprises a car driven on a track by a drive means whose speed can be adapted to the landing or takeoff speed of the aircraft. airplane. The carriage comprises a chassis configured to move on the track; a mobile platform configured to support the aircraft; and means for connecting the platform to the chassis configured to create relative movement between the platform and the chassis. The platform includes coupling means configured to grip and release the aircraft.

According to the invention, the connection means allow the translational movement of the platform in at least one vertical direction and one direction transverse to the path of the carriage. The connection means also allow the platform to rotate in space along three perpendicular rotation axes, to orient the platform in a plane corresponding to the take-off or landing angle of the aircraft.

For the purposes of the invention, ground movements of an aircraft will be considered to be all phases of movement of the aircraft that involve contact with the ground. Movements on the ground therefore include the phases of take-off, landing and parking or taxiing.

The translation of the platform in a direction transverse to the path of the carriage allows the platform to be placed under an aircraft during a landing phase, even if it is not aligned with the runway. The rotational orientation of the platform allows it to be brought into contact with the aircraft when the latter is in an unconventional plane at the time of landing.

During its landing phase, the ground assistance system according to the invention is capable of approaching an aircraft, moving the platform to the level of the aircraft in flight and grabbing it. During the takeoff phase, the system allows the aircraft to be propelled and accompanied.

The aircraft is physically supported in all its movements up to a predetermined distance from the ground. The system eliminates the risk of accidents due to landing gear failure, such as a tire blowout. This also reduces the wear of the landing gear, which is not used when the aircraft is moving in an airport equipped with the system according to the invention.

The system according to the invention also makes it possible to eliminate some of the aircraft's on-board systems that are only used for takeoff and landing, such as, for example, the landing gear or the braking and steering systems on the ground.

In addition, the system frees aircraft crews from the constraints and stress of takeoff and landing procedures.

Advantageously, the carriage is detachably connected to the drive means. For example, the cart can be pulled or pushed by a locomotive. In these embodiments, the drive means may be used to drive multiple carriages corresponding to different types of aircraft. The drive means can be assigned to one cart when another is parked to optimize their use. Another advantage is the simplification of maintenance operations, which do not require the immobilization of a trolley.

Preferably, the drive means comprise an electric locomotive that pushes or pulls the carriage. As soon as the assistance system takes over the plane, it can turn off its engines. Atmospheric pollution derived from the combustion of fossil fuels is reduced thanks to the use of electrical energy. It also reduces noise pollution because electric motors are quieter than, for example, jet engines.

Another advantage of electric propulsion is that there is no fuel storage tank in the system, which means less weight to move and less risk of ignition or explosion in the event of an accident.

In advantageous embodiments, the system further comprises rails installed on the track, and the carriage chassis runs on the rails. The use of rails that define the track and the routes carried out by the system reduces the risk of collisions on the ground by imposing, for example, the directions of traffic. Rail traffic also makes it possible to build tracks on poorly developed or even rough terrain.

Preferably, the carriage is powered by magnetic induction. Magnetic induction transport allows the car to reach high speeds in a relatively short distance. The track length is then reduced compared to a traditional track.

Advantageously, the connection means comprise at least one on-board rail, and a system for transporting the platform on the on-board rail in translation in a direction transverse to the movement of the carriage. The carriage-mounted rail allows for more precise movement and can be implemented with simple and familiar motorized solutions.

Advantageously, the connection means comprise at least three hydraulic or pneumatic jacks connected to the platform at three different points and which allow the platform to be oriented in rotation. The use of jacks allows easy implementation with known systems and provides enough robustness to support a passenger aircraft.

In preferred embodiments, the connection means comprise a horizontal slewing ring type bearing that allows the platform to rotate around a vertical axis. Slewing rings are bearings suitable for supporting high axial loads and allowing precision rotational movements.

Advantageously, the connection means further comprise a vertical transmission shaft connected to the platform by means of a ball joint, configured to control the vertical translation of the platform. In addition to providing vertical translation with easy implementation, the driveshaft improves system rigidity

Preferably, the connection means comprise one or more shock absorbing means. The damping means come into action when the aircraft comes into contact with the platform during landing. They guarantee a more comfortable landing and reduce the risk of impacts that could cause material damage or premature wear of aircraft components.

In embodiments, the coupling means are adapted to grip and release the landing gear of the aircraft and/or an element of the fuselage of the aircraft. The system can grip the landing gear of conventional aircraft, or another component for aircraft specifically designed without landing gear. The system can also be configured to grab the aircraft directly from the fuselage when landing gear deployment has failed.

In preferred embodiments, the system further comprises an emergency vehicle carrying assistance instruments in the event of an accident or fire. The emergency vehicle is immediately present at the accident site at the time of landing or takeoff. In case of need, the intervention is quick and helps to improve the safety of any passengers.

Preferably, the cart further comprises means for supplying electrical power to the aircraft. The aircraft then has the option of relying on the platform's power supply to save or recharge its batteries.

Advantageously, the system further comprises a control module that can be remotely controlled for the movement of the carriage and/or the orientation of the platform. Ground personnel can then control the aircraft's launch from a common multi-car control post.

In preferred embodiments, the system is adapted to transport the aircraft to and from a parking position. The system can then assist the aircraft in all its movements on the ground. The aircraft no longer needs to resort to engines on the ground.

Another aspect of the invention relates to a ground assistance procedure for landing an aircraft, more particularly an airplane, with a system according to the invention, the procedure comprising the steps of:

place the car at the end of the track with the connecting means in the initial position with the horizontal platform; accelerate the car in a straight line up to a speed corresponding to the landing speed of the plane; stabilize the car at the same speed as the plane;

control the connecting means to move the platform under the aircraft;

control the connecting means to bring the coupling means into contact with corresponding elements of the aircraft;

grab the plane with the coupling means;

control the connecting means in the initial position, to place the aircraft in a horizontal plane;

slow the aircraft down to taxi speed on the runway.

The initial position of the connection means is a position in which the platform is horizontal and centered on the chassis. The initial position is a position suitable for the movement of the cart carrying an aircraft. Preferably, the initial position is the one in which the carriage is more compact and takes up less space.

Advantageously, the method further comprises the step of:

after slowing the aircraft to taxi speed on the runway, park the aircraft by driving the car at taxi speed to a parking area.

The parking area can be, for example, a loading or unloading area, a hangar or a maintenance workshop.

Another aspect of the invention refers to a ground assistance procedure for the takeoff of an aircraft, more particularly an airplane, with a system according to the invention, the procedure comprising the steps of:

place the car at the end of the runway with the connecting means in the initial position, with the platform horizontal, and the aircraft fixed to the coupling means;

accelerate the car in a straight line to a speed corresponding to the takeoff speed of the aircraft; control the connecting means to pitch the aircraft towards the take-off position;

once the take-off speed is reached, release the aircraft by means of the coupling means.

Advantageously, the ground assistance procedure for aircraft takeoff also comprises the stage of:

after the plane has taken off, continue to move the cart under the plane so you can make an emergency landing.

If the plane experiences a fault or problem that prevents it from completing its takeoff and the plane has to return to the ground, then the car is still nearby and the plane can be grabbed for an emergency landing. This stage is an additional security measure.

In general, and in addition to the particular advantages already mentioned in terms of safety, the main advantages of the present invention include significant fuel savings (engines off from touchdown on landing to takeoff), a very significant reduction of the level of air and noise pollution and gains in terms of maintenance.

Detailed description using figures

Other features and characteristics of the invention will become apparent from the detailed description of at least one advantageous embodiment presented below, by way of illustration, with reference to the accompanying drawings. These show:

Figure 1: a schematic representation of a side view of a preferred embodiment of the trolley of a ground assistance system according to the invention;

Figure 2: a schematic representation of a top view of the system of Figure 1;

Figure 3: a schematic representation of a top view of a preferred embodiment of a ground movement assistance system according to the invention;

Figure 4: a top view of an airport comprising an embodiment of a ground handling assistance system according to the invention;

Figure 5a: a side view of a stage of acceleration of the cart along a straight line up to a speed corresponding to the landing speed of the aircraft, of a preferred embodiment of the landing ground assistance method according to the invention;

Figure 5b: a side view of a braking stage of the aircraft up to a runway taxi speed, of the method of Figure 5a;

Figure 6a: a side view of a stage of acceleration of the cart in a straight line up to a speed corresponding to the takeoff speed of the aircraft, of a preferred embodiment of the ground assistance procedure for takeoff according to the invention;

Figure 6b: a side view of a stage that consists in releasing the aircraft by means of the coupling means, once the take-off speed has been reached, of the procedure of figure 5a.

The ground handling system for aircraft is described here for the support of passenger-carrying airliner-type aircraft, but could be adapted for the ground handling of other types of aircraft.

The ground assistance system 10 shown in Figure 3 comprises a carriage 12 configured to travel on a track formed of rails 14. It is understood that the track is not limited to a rail track but can be any type of surface that allows the displacement of the car.

The carriage 12 is driven by a drive means. Any suitable drive means may be used to drive the carriage, for example the drive means may be a motor built into the carriage 12. The drive means here is a locomotive 16, which is coupled to the carriage 12. The locomotive 16 it allows the carriage 12 to be pulled at a variable speed that can be adapted to the landing or take-off speed of the aircraft. A locomotive with an electric motor is preferable.

Carriage 12 comprises a chassis 18 supporting a platform 20, shown in Figure 1. Chassis 18 rests on the track and forms an interface between the platform and the track. The width of the chassis 18 can be at least equal to that of a traditional runway, but without covering the ground lighting.

The chassis 18 comprises two bogies 22, shown in Figure 1 as wheels, which allow the chassis to move on rails 14. The bogies 22 are equipped with brakes (not shown).

The function of the platform is to grab or release the plane depending on whether it is in the landing or takeoff phase. In an important aspect of the invention, the platform 20 is movable relative to the chassis 18 that supports it, so as to be able to lie in a plane parallel to the plane of the aircraft in flight at the time of landing, and to orient the aircraft at the time of landing. of takeoff. In this way, the platform 20 can move in a vertical direction and in a direction transverse to the travel of the carriage, and the platform 20 can rotate with respect to the chassis along three perpendicular axes of rotation.

Since the platform 20 is intended to transport the aircraft, the platform elements are sized to withstand the forces exerted by an aircraft in a takeoff, landing, or parking phase.

The platform 20 comprises an upper plateau 24, and mobile connection means 26 that connect the upper plateau 24 with the chassis 18.

The connection means 26 comprise, between the chassis 18 and the upper plate 24, a lower plate 28, a set of jacks 30, a bearing 32, articulated connecting rods 34 and a transmission shaft 36. The arrangement of the different elements will be shown here from bottom to top, from the chassis 18 to the upper plateau 24, but other arrangements are possible.

The lower plateau 28 is a square plateau that rests on the chassis 18. The lower plateau 28 here covers the chassis 18, but other shapes or sizes of the lower plateau 28 can be considered.

The connection between the lower plateau 28 and the chassis 18 is made by means of on-board rails 38. The rails 38 are oriented in a direction perpendicular to that of the bogies 22, that is, in a direction transverse to the running of the carriage. The lower plateau 28 comprises wheels mounted on the onboard rails 38 and a motor or motors (not shown) that drive the wheels and move the lower plateau 28 in both directions along the rails 38.

The lower land 28 supports the jack assembly 30. The jack assembly 30 comprises a plurality of pneumatic or hydraulic jacks 40 mounted between the lower land 28 and the bearing 32. Each jack 40 is fixedly mounted on the lower land 28 and connected, for example, by means of a ball joint to bearing 32.

The jacks 40 are connected to an onboard power system (not shown) which is preferably mounted on the lower plateau 28.

Jack array 30 comprises four jacks 40 regularly arranged in a circle, preferably concentric with lower plateau 28. Jack array 30 may comprise a different number of jacks 40, with a minimum of three jacks.

Each jack 40 can be individually actuated with a respective control. The simultaneous action of the jacks 40 following different paths and/or directions allows the orientation of the bearing plane 32 to be changed with respect to the horizontal. The regular arrangement of jacks in a circle makes it easy to tilt in a given plane.

Bearing 32 is an annular bearing comprising two parallel flat annular plates: a fixed lower plate 42; and a movable upper plate 44. The fixed plate 42 is connected to the set of jacks 30.

Bearing 32 is a slewing ring type bearing that is not mounted on a shaft. It allows the relative rotation of one plate with respect to the other, along an axis perpendicular to the plane defined by the set of jacks 30.

Preferably, the rotation of the two bearing plates 32 is provided by rotational drive means (not shown), such as a geared motor driving the internal gears of the bearing.

The mobile plate 44 serves as a support for the upper plateau 24 of the carriage. The movable plate 44 and the upper plateau 24 are connected by a plurality of articulated connecting rods 34 arranged regularly in a circle on the circumference of the movable plate 44. The connecting rods 34 are mounted on ball joints on both the upper plateau 24 and the movable plate 44. The connecting rods 34 transmit the orientation of the bearing 32 to the upper plateau 24.

The connecting means 26 further comprises a transmission shaft 36 mounted vertically between the lower plate 28 and the upper plate 24. The transmission shaft 36 passes through the center of the annular bearing 32. The stroke of the jacks 40 is configured so that the transmission shaft never comes into contact with the bearing 32. The transmission shaft 46 is connected to the upper plateau 24, for example, by means of a ball joint that allows all rotations. Drive shaft 36 has a thread 48 which passes through a threaded hole (not shown) in lower plateau 28.

Drive shaft 36 can be rotated by a motor (not shown) included in bottom plate 28. Rotation of drive shaft 36 in the threaded hole causes it to move up or down and also drives top plate 24. transmission 36 also has the function of giving rigidity to the structure of the connection means 26.

The upper plateau 24 is here a circular plateau, although other shapes are possible. The upper plateau 24 includes coupling means 50 configured to grip and release the aircraft.

The coupling means 50 is configured to connect to the conventional landing gear of the aircraft, or to connect to predefined points on the fuselage or other part of the aircraft, or a combination of these solutions. Any suitable coupling means can be used. As shown in Figure 2, the plateau 24 comprises three coupling means for connection to the three wheels of the aircraft's landing gear.

The upper plateau 24 may also include lighting or beacon means to aid the approach of the aircraft.

The carriage 12 further comprises shock absorbing means (not shown) to mitigate possible impact when coupling the carriage to the aircraft. These damping means can be installed either on the chassis 18 or in another part of the carriage 12.

As shown in Figure 4, the ground handling system 10 comprises a plurality of rails 14 that guide the carriage from a parking area 52 to the end of the take-off and landing runways 54. The rails 14 form pathways that communicate through the turnouts 62 to offer several different circulation possibilities. For each track, one can consider a closer pair of rails 56 for locomotive 16 and a further apart pair of rails 58 for car 12.

By means of these different rail runs, locomotive 16 can pull car 12 to parking area 52, such as a drop-off area, and then unhook and pick up another car carrying an aircraft at a boarding area for assist him in his takeoff. Locomotive 16 can be used as a traction system for several wagons.

The ground support system 10 may further include various systems not shown including: means for positioning and synchronizing the platform with respect to a landing aircraft, and a remotely controllable control module for carriage movement and /or platform orientation.

The system includes, for example, a radar on board the car; a computer, preferably on board the platform; means of communication with the aircraft; one or more positioning beacons, located on the upper plateau, and a detection system capable of locating the position and orientation of the elements of the aircraft that can be coupled with the coupling means of the platform.

Advantageously, the system further comprises an emergency vehicle 60 pulled by the car and the locomotive, as shown in Figure 3. The emergency vehicle carries assistance instruments in the event of an accident or fire in the aircraft, such as fire hoses. The vehicle can also transport people such as firefighters.

Thus, in the event of an accident during aircraft takeoff or landing, emergency services are immediately available in the vicinity of the aircraft.

In alternative embodiments, the carriage 12 carries an electrical generator and allows electrical power to be provided to the aircraft while it is in contact with the platform.

Preferred embodiments of ground handling procedures for landing, taking off and parking an aircraft will now be described with reference to Figures 5a, 5b, 6a and 6b.

Before the landing of an aircraft 64, the locomotive 16, the car 12 and the emergency vehicle 60 are positioned at the end of the runway on the waiting runway. The connection means 26 between the platform 20 and the chassis 18 of the carriage 12 are in an initial position in which the upper plateau 24 is horizontal, at its lowest point, and substantially located above the center of the chassis 18.

As shown in Fig. 5a, upon arrival of aircraft 64, locomotive 16 accelerates on the track in a straight line. Positioning beacons are activated, the speed and approach position of the 64 aircraft are evaluated.

Locomotive 16 launches car 12 at a speed corresponding to the speed of the aircraft and in order to position the car as close as possible to aircraft 64, locomotive 16 then stabilizes car 12 at the same speed as aircraft 64.

The connecting means 26 between the platform 20 and the carriage chassis 18 are then controlled to move the upper landing 24 under the aircraft 64. This first step is done, if necessary, by moving the lower landing 28 on the on-board rails. 38 in a direction transverse to the running of the carriage 12. Then, depending on the position and orientation of the aircraft, the drive shaft is rotated to raise the upper plateau 24 to the height of the aircraft 64, and/or the jacks 40 are controlled to orient the plane of the upper plateau 24 of the platform 20 in the same plane as that formed by the three wheels of the aircraft landing gear 64 and to bring the coupling means 50 into contact with the corresponding elements of the aircraft. During this phase, the aircraft 64 can be maintained at a constant speed and position above the runway, provided that it is below a maximum assist altitude that corresponds to the height of the maximum elevation of the upper plateau 24.

Once the coupling means 50 contacts the aircraft landing gear 64, it is actuated to firmly grip the landing gear.

Once the coupling between the coupling means 50 and the landing gear is firmly secured, the connection means 26 between the platform 20 and the chassis 18 of the trolley 12 return to their initial position carrying the aircraft 64 with them, as shown. shown in figure 5b. At this point, the aircraft 64 can disconnect its means of propulsion and connect to the power supply provided by the car 12.

The car 12 is then braked by the combined action of the locomotive 16 and the brakes integrated in the bogies 22. Braking can be done by regenerative braking, converting a large part of the kinetic energy of the car and locomotive assembly, but also of the aircraft , in electrical energy, in particular using the motors of the traction means in generator mode. Full deceleration of aircraft 64 is complete when the car reaches a predetermined taxi speed. Locomotive 16 then brings car 12 to a parking area, typically an aircraft landing area.

When parking the aircraft, the locomotive follows rail track 14 through turnouts 62, pulling the car at taxi speed to parking area 52. Taxi speed is determined to provide the best compromise between passenger comfort aircraft occupants and minimum travel time.

To use the system 10 during takeoff of an aircraft 64, the locomotive 16 picks up the car 12 and emergency vehicle 60 from a parking area, typically a boarding area, and transports them to the tarmac. The aircraft 64 is firmly held on the platform 20, and the connecting means 26 of the platform 20 is in the initial position as described above.

Locomotive 16 then accelerates car 12 on the takeoff runway in a straight line to a predetermined takeoff speed, as shown in Figure 6a.

During the acceleration phase, the aircraft's jets can be activated to prepare for the takeoff boost. The jacks 40 of the connecting means 26 can then be operated to tilt the aircraft into a takeoff position.

When the predetermined takeoff speed is reached, the engagement means 50 of the platform 20 is activated to release the landing gear of the aircraft and the thrust of the aircraft jets 64 is allowed to operate freely to cause the aircraft 64 to take off. , as shown in figure 6b.

As a safety measure, car 12 continues at the speed of aircraft 64 to follow it for an additional distance. In the event of a failure during takeoff, the platform can pick up the aircraft again in a similar way to the landing procedure.

Once the aircraft 64 is sufficiently far from the runway, the locomotive 16 and car 12 brake to return to taxi speed, and the connecting means 26 between the platform 20 and the chassis 18 of the car 12 return to their position. original.

It is observed that in the space corresponding to the airport, the plane is permanently transported by a car. Therefore, it is easy to conceive of creating adapted aircraft without landing gear.

Legend of the references

Claims (15)

1. Ground movement assistance system for aircraft, more particularly for aeroplanes, the system comprising: a carriage driven on a runway by a drive means whose speed can be adapted to the landing or take-off speed of the aircraft, the carriage comprises a chassis configured to travel on the track; a mobile platform configured to support the aircraft, the platform comprising coupling means configured to grip and release the aircraft; and means for connecting the platform to the chassis, configured to create a relative movement between the platform and the chassis; characterized in that the connection means allow the translational movement of the platform in at least one vertical direction and one direction transverse to the movement of the carriage; and in that the connection means also allow the rotation of the platform in space along three perpendicular rotation axes, in order to orient the platform in a plane corresponding to the take-off or landing angle of the aircraft. Ground movement assistance system according to claim 1, in which the carriage is detachably connected to the drive means. 3. Ground movement assistance system according to claim 2, in which the drive means comprise an electric locomotive that pushes or pulls the carriage. 4. Ground movement assistance system according to any one of the preceding claims, wherein the system further comprises rails installed on the track, and the trolley chassis moves on the rails. 5. Ground movement assistance system according to any one of the preceding claims, in which the carriage is driven by magnetic induction. 6. Ground movement assistance system according to any one of the preceding claims, in which the connection means comprise at least one rail on board and a system that allows the transport of the platform on the rail in translation in a transverse direction to the travel of the trolley, and/or in which the connection means comprise at least three hydraulic or pneumatic jacks connected to the platform at three different points and which allow the platform to be oriented in rotation, and/or in which the connection means they comprise a horizontal slewing ring type bearing that allows the platform to rotate around a vertical axis, and/or in which the connection means comprise a vertical transmission shaft connected to the platform by means of a ball joint, which allows translation vertical of the platform, and/or in which the connecting means comprise one or more impact absorbing means. Ground movement assistance system according to any one of the preceding claims, in which the coupling means are adapted to grip and release the landing gear of the aircraft and/or an element of the fuselage of the aircraft. Ground movement assistance system according to any one of the preceding claims, in which the system further comprises an emergency vehicle carrying assistance instruments in the event of an aircraft accident or fire. 9. Ground movement assistance system according to any one of the preceding claims, in which the trolley further comprises means for supplying electrical power to the aircraft. Ground movement assistance system according to any one of the preceding claims, in which the system further comprises a control module that can be remotely controlled for the movement of the trolley and/or the orientation of the platform. 11. Ground motion assistance system according to any one of the preceding claims, wherein the system is adapted to transport the aircraft to and from a parking position. 12. Ground assistance procedure for landing an aircraft, more particularly an airplane, with a system according to any one of claims 1 to 11, the procedure comprising the steps of: place the car at the end of the track with the connecting means in the initial position with the horizontal platform; accelerate the car in a straight line to a speed corresponding to the landing speed of the aircraft; stabilize the car at the same speed as the plane; control the connecting means to move the platform under the aircraft; control the connecting means to bring the coupling means into contact with corresponding elements of the aircraft; grasping the aircraft with the coupling means; control the connecting means in the initial position, to place the aircraft in a horizontal plane; slow the aircraft down to runway taxi speed. 13. Ground assistance method for landing an aircraft, according to claim 12, the method further comprising the step of: After slowing the aircraft down to taxi speed on the runway, park the aircraft by driving the car at taxi speed to a parking area. 14. Ground assistance procedure for the takeoff of an aircraft, more particularly an airplane, with a system according to any one of claims 1 to 11, the procedure comprising the steps of: place the car at the end of the runway with the connecting means in the initial position, with the platform horizontal, and the aircraft fixed to the coupling means; accelerate the car in a straight line to a speed corresponding to the takeoff speed of the aircraft; control the connecting means to pitch the aircraft in takeoff position; once the take-off speed is reached, release the aircraft by means of the coupling means. 15. Ground assistance procedure for the takeoff of an aircraft according to claim 14, the procedure further comprising the step of: after the plane has taken off, continue to move the cart under the plane so you can make a landing in case of an accident.